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March 1931- c. s. BUSQUE INTERNAL COMBUSTION ENGINE Filed, May 14. 1929 Patented Mar. 31, 1931 CHARLES S.BUSQUE, OF ST. GID'EON DE BEA'UGE, QUEBEC,

CANADA I INTERNAL-COMBUSTION ENGINE Application filed May 14,

My present invention relates to an improvement in internal combustion engines, and particularly to internal combustion engines operating under the two cycle princi- 6 ple; and has to do mainly with the provision of a new and improved means for controlling the admission of combustible fuel charges to the cylinder, and the discharge of the exhaust gases therefrom during the two cycle period of operation.

The main object of the invention is the provision of a novel form of piston wherein the piston is provided with two sets of separated control ports, said ports being spaced one from the other, in different planes, and being integrally a part of the piston, one port or a set of ports being arranged to control the subsequent admission of combustible charges to the cylinder, and the other port or set of ports to control the prior exhausting of the burned gases therefrom.

Another object of the invention is to obviate, as much as possible, the admixture of the incoming and outgoing gases whereby to 5 conserve fuel and to prevent to a greater extent than heretofore, the loss of combustible gases and, simultaneously, the discharge of the burned gases with the least amount of admixture therewith of incoming fresh fuel charge.

Another object of my improved means of port control is to provide a better cooling effect upon the piston and heat interchange between the gases by the passage therethrough of the incoming comparatively cool fuel gases and warming such fuel gases as they pass through the piston from the heat created by combustion and the passage therethrough, at a later step in the cycle, of the hot exhaust gases, thus also improving lubrication conditions;

Another object of my invention is the provision of means upon the piston, and in conjunction with the porting thereof, for, the purpose above described, whereby to direct the incoming fuel gases in such a manner that they will take an upward course along the side of the cylinder wall and accumulate and press downwardly upon the burned gases of 9 t he previous charge and force same down- 1929. Serial No. 363,041

wardly, through the exhaust port, 'in sequence, as the of the engine.

These and other capabilities will be apprehended as the herein description proceeds, and it is obvious that modifications may be made in the herein structure without departplston moves during operation mg from the spirit thereof or the scope of the appended claims.

' In the accompanyingdrawings:

Fig. 1 is a longitudinal axial sectional view of a characteristic internal combustion engine cylinder including an axial section of the piston in lower position, such section being taken longitudinally of the piston pin which is not in section, to clearly show the fuel inlet ports.

Fig. 2 is a similar view, taken transversely of the wrist pin, showing the outgoing or exhaust scavenging ports and the relative control thereof.

Fig. 3 is a sectional View taken on the line 3-3, Fig. 1. looking in the direction of the arrows. 3

Fig. 4 is a sectional view taken on the line M, Fig. 2, looking in the direction of the arrows.

Fig. 5 is a characteristic side view in elevation of the piston showing its two sets of ports therein.

Fig. 6 is a fragmentary longitudinal sectional view parallel to the wrist pm of the cylinder piston and inlet ports in certain relation.

Fig. 7 is a fragmentary longitudinal sec tional view transversely of the wrist pin showing the exhaust ports substantially at the commencement of the exhausting stroke of the iston.

In ig. 1 the customary type ofinternal combustion en ine cylinder construction is shown in whic the cylinder comprises an outer wall 1 forming an enclosing jacket for the water cooling space 2 which surrounds and cools the customary piston cylinder portion 3, said walls 1 and 3 being merged at the up per end as shown at 4 for the purpose of providing a threaded bored seat for the reception of a high tension spark plug 5 therein. The cylinder is provided with the usual connecting flange 6 at the bottom thereof for portingof the engine or burned gases, left of two cycle engines,

connecting the same to the crank case and, as described, these features are, in general, common to as engine construction and hence need no urther detailed description.

As the construction herein is limited to the piston construction and the coordinating cylinder proper, the usual crank case, connecting rods and other known structural features are omitted.

The piston 7, as shown in Figs. 1 and 5, is of the so-called trunk type, in which the body of the piston is of greater length than the bore, and is provided, above the head 10, with a reduced diameter external groove 8 which is smaller than the external diameter of the piston portion at 7, the said smaller diameter 8 being merged into an annulus or rim 9 which forms part of and merges with the substantially upwardly concave head portion 10 in Figs. 1, 2, 6 and 7.

The purpose of the reduction in diameter at the point 8 of the piston head is fully illustrated in Figs. 1, 2, 6 and 7 wherein there is shown an annular fuel admission and directing port 11 which is formed by the reduced di ameter 9 in conjunction with the normal bore diameter of the piston chamber 3, said port 11 being for the purpose of directing the incoming fuel gases so that they are constrained to travel upwardly, at the time of admission, in a rapid manner and to be directed to travel closely adjacent the inner wall of the piston cylinder as in the direction of the arrows'12, Fig. l, and thereafter, upon meeting the head of the upper end of the cylinder, as at 13, they are turned downwardly in the direction of the arrows 14, thereby to press upon any air, from a preceding charge to force such gases downwardly and outwardly throu h the exhaust ports, as will be later described. 7

The inner cylinder surface 13 is provided with a plurality of indented vertically elongatedfuel char e inlet passages 15, Figs. 1, 3 and 6, and t ese plural passages, in the present instance sixin number, are located and spaced in such a manner as to be controlled and opened by movement of the piston in its downward stroke and further to be registered and to coordinate with a plurality of inlet openin s 16 which are arranged around the exterior of the piston 7, as in Fig. 5, and lead to a common passage 17, located below the concaved iston head 10 and, as indicated in Fig. 2; this is open towards the bottom of the plston as at 18 and thence downwardly in an open manner to the'crank case compression chamber of the crank case, not shown.

Thus, when the piston reciprocates in its downward stroke, in the customary manner the pre ared charge in the crank case is placed un er compression and is forced upwardly through the chamber 18, Fig. 2and in the direction of the -arrows 19 to a common port 17 and thence through the substantially horizontal laterals 16 whi ch when uncovered at the position shown in Fig.

1 permit the gas charges to flow upwardly, in the direction of the arrows 12, as described.

In chamber 18, as shown in the various figures, is located a pair of piston wrist pin bosses 20, these being merged as in Fig. 1 with the wall of the piston 7 and are bored to suitably receive therein a wrist pin 21 which passes through the boss 23 of the connecting rod 22, the bosses 20 at their outer ends being strengthened in their connection to the walls forming the ports by means of webs 25. Thus the upper parts of the bosses 20 are strengthened against the walls and head 10 for thrust of the piston.

In the position of the piston as shown in Figs. 1 and 2, it is at the end of the downward stroke and has reached, therefore, the end of the inlet stroke thus, passing gas in the upward direction of the arrows shown, the end of the. exhaust stroke being also reached and, therefore, the exhaust ports 26 of the piston are in full registry with the opposed exhaust ports 27 of the cylinder 1.

As will be noted in Fig. 5, the piston at a lower plane is provided with a pluralit of said exhaust ports 26, six in number, w ich merge inwardly the upper contour of the convexed piston head 10 so that they have free access to the interior of the cylinder.

As shown in Fig.

and upwardly and end at- 2, wherein there are disclosed two characteristic opposed cylinder exhaust ports or channels 27 in which the arrows 28 are showing the direction of outflow of the exhausting gases so that when the piston is in the plositi on shown therein, which 1s at the end of t e exhaust stroke, the exhaust emerges into the cylinder exhaust ports 27 and are thence led away by suitable manifolds, not shown.

The sectional view, Fig. 4, taken through the exhaust ports 27 at line 4- 1, of the above noted figure, looking in the direction of the arrows, shows the characteristic intersection of the ports at this point, and in which the exhaust ports 29 are curved through and between the outer and inner cylinder walls. 1 and 3, at this point, thus occupying a part of the space of the water jacket space 2.

The sequence of action of discharge of exhaust gases and inlet of incoming ases is shown in Figs. 6 and 7 and in which, in Fig. 7, the piston is shown in its downward stroke and has just uncovered the cylinder exhaust ports 27 and efiecting a partial registry 01 the piston ports 26 thereby reducing the pres sure in the cylinder and at the same time, a: in Fig. 6, the inlet ports or laterals 16, an not yet uncovered, so that the exhaust pres sure in the cylinder is permitted to drop rap idly to atmospheric pressure before the inle ports are uncovered. Further downwar movement uncovers the wall ports 15' and permits the incoming gases, as indicated in ig. 1, to pass upwardly, as previously described and to further dispel the exhaust gases downwardly through the ports 27 when the piston has reached the full downward position shown in Figs. 1 and 2. Y

After the piston has reached the down position shown and described, and starts to move upwardly again on its return compression stroke, the inlet port is first cut off, and then the exhaust port, thus further dispelling products of combustion andcompleting the fueling and scavenging part of the stroke, whereupon further movement of the piston compresses the charge, which is in turn ignited and the cycle above described repeated.

Thus, it will be seen that I have developed a cylinder and a piston, for two-cycle engines, the inlet and exhaust ports of which are in superposed planes, the inlet gases being substantially bypassed past the cylinder walls during operationof the engine by means of indented ports therein. It will also be noted that the exhaust gases, while entering for discharge above the inlet ports, are finally discharged below the plane of the inlet" ports, said ports, as carried by the piston, being separated by the piston head structure.

The location of the inlet and outlet ports on the piston are also in staggered relation to each other so that they register only with their terminal cylinder ports and thus do not uncover or pass over any other than their respective cooperating cylinder ports during vertical movement of the piston.

Thus, as the ports in the piston are located to travel in vertical paths and are registered only with their respective terminal cylinder ports, excessive wear on the upper piston rings 30 and the piston is equalized. Obviously, the arrangement of the exhaust ports, as shown, distributes the heat of combustion through and over a large area of the piston head, a portion of which heat is usefully absorbed by the incoming fuel gases which are thus warmed and further vaporize What I claim is:

1. In a two stroke cycle internal combustion engine a cylinder, having therein a series of inwardly opening and dischargin inlet passages, distributed along the periphery thereof, and multiple exhaust openings extending through the wall thereof, a piston, having therein a series of inlet ports, distributed along the periphery thereof, in communication through the interior of said piston with the crank case of the engine and disposed to register with the receiving ends of said passages during a predetermined phase of the motion of said piston, whereby to transmit fuel mixtureto said inlet passages and a series of exhaust ports distributed along the periphery of said piston and located in alterpiston, whereby to discharge gases of combustion through said openings.

2. The elements of claim 1, said piston having thereon an upwardly extending head}, which has therein multiple exhaust openings,-

symmetrically disposed with relation to the axis of the piston, and-said exhaust ports communicating through said openings in the head of the piston with the space in the cylinder above said piston.

3. The elements of claim 1, combined with a chamber enclosed in the interior of said piston, in communication with the crank case of the engine, said inlet ports communicat-v ing with said chamber and therethrough with the crank-case of the engine.

4. In a two stroke cycle internal combustion engine a cylinder having therein multiple exhaust openings, passing through'the wall thereof, and multiple inwardly opening and discharging passages terminating at the lower ends thereof in inlet openings, a piston having therein in the head thereof multiple exhaust openings, a plurality of outwardly extending exhaust passages in said piston, to convey therethrough gases of combustion from the space in the cylinder above said piston, issuing through said exhaust openings in the head of the piston, tothe periphery of the piston, to discharge the said gases through said exhaust openings in said cylinder, and a plurality of outwardly extending inlet passages in said piston in communication with the crank case of the engine,to

.convey fuel mixture from the crank case of the engine to the periphery of the piston and transmit the same into the said inlet openings, said exhaust passages being located in alternate positions with relation to said inlet passages, thereby transmitting heat from the exhaust gases in the former to the fuel mixture in the latter. I

5. In a two stroke cycle internal combustion engine a piston having thereon an upwardly extending apertured head, a chamber enclosed in the interior of said piston, in communication with the crank case of the engine, a plurality of outwardly extending and symmetrically arranged exhaust passages in said piston leading from the apertures in said head to the periphery of the piston, a plurality of outwardly extending inlet passages in said piston, leading from said chamber to the periphery of said piston, said chamber being located under said head and said exhaust passages being located in alternate positions with relation to said inlet passages, thereby transmitting heat from the exhaust gases in'the former to the fuel mixture in the latter.

6. Theelements of: claim 1, said inlet passages including a series of pairs of super- 5 posed substantially radially disposed indentations in the wall of said cylinder, the indentations of each pair being connected to each other by means of vertically elongated passages in said walls, the lower of said indentations being positioned in the path of said inlet ports, to receive fuel mixture from said inlet ports at a predetermined phase in the motion of the piston, and the upper of said 1 indentations being positioned to discharge said mixture into the space in the cylinder above the piston at a predetermined phase of the motion of the latter.

7. The elements of claim 1, said exhaust openings including multiple oppositely disposed exhaust channels, having each one or more extensions disposed laterally of said channels and communicating each With a plurality of said exhaust ports, whereby to receive exhaust gases from the latter at a predetermined phase of motion of said piston.

7 CHARLES S. BUSQUE. 

